Methods and system for increasing data transmission rates across a three-phase power system

ABSTRACT

A method for providing information by optimizing the data rate to a vehicle over a three-phase power line utilized to provide power to the vehicle is described. The method includes generating carrier signals in three separate frequency bands, modulating various data onto the three carrier signals to generate three transmission signals, switching the three transmission signals onto respective conductors of the three-phase power line, demodulating the various data within the vehicle, and providing the various data to one or more vehicle systems. The three transmission signals are dynamically monitored such that the three frequency bands are controlled to optimize a data rate of the transmission.

BACKGROUND

The field of the disclosure relates generally to methods and systems fordata communication and more particularly, to methods and systems forincreasing data transmission rates in communications across athree-phase power system.

Vehicles such as commercial aircraft, and the various systems thereon,generate and consume considerable amounts of data. For example, enginesare monitored at every stage of operation, which results in generationof significant amounts of data. Such engine monitoring data includes,for example, but not limited to compression ratios, rotation rate (RPM),temperature, and vibration data. In addition, fuel related data,maintenance, Airplane Health Monitoring (AHM), operational information,catering data, In-flight Entertainment Equipment (IFE) updates andpassenger data like duty free shopping are routinely and typicallygenerated onboard the aircraft.

At least some of these systems wirelessly connect to a ground systemthrough a central airplane server and central transceiver for datatransmission and reception. However, certain systems are not configuredfor wireless transfer of data.

Therefore, when an aircraft arrives at a gate, much of the data isdownloaded manually from the aircraft. Specifically, data recordingdevices are manually coupled to interfaces on the aircraft and the datais collected from the various data generators or log books forforwarding and processing at a back office. In addition, the back officefunction transmits updated datasets, for example data related to a nextflight(s) of the aircraft, to the aircraft.

Demand for additional communication channels and data transfer isdriving rapid change in connection with such communications. Suchincreased demand is due, for example, to increasing reliance by groundsystems upon data from the aircraft, as well as increased communicationneeds of the flight crew, cabin crew, and passengers. In addition, datadiversity along with an increasing number of applications producing andconsuming data in support of a wide range of aircraft operational andbusiness processes puts additional demand on communications.

The electrical energy used to power commercial airplanes on the groundis 115Vac, 400 Hz, three-phase power, and includes a neutral line. Ithas been possible to transfer at least a portion of the data referred toabove over these power lines. In one such system, a data transfer rateacross a single phase (conductor) of the three-phase system up to about65 Mbps has been accomplished. Transferring data on all three conductorsof the three-phase system could triple the date rate. However, these“power stingers” used on flight lines around the world generally arefabricated using unshielded conductors. Attempting to transfer data overall three conductors, at a data rate considered to be useful for suchapplication results in a noisy coupling between the conductors of thethree-phase system. More specifically, the reduction in data rate causedby inductive and capacitive coupling of the signal and noise between thethree phases on the 400 Hz ground power system results in an adverseeffect on the data rate for a broadband over power line (BPL)communication system.

BRIEF DESCRIPTION

In one aspect, a method for providing information by optimizing the datarate to a vehicle over a three-phase power line utilized to providepower to the vehicle is provided. The method includes generating carriersignals in three separate frequency bands, modulating various data ontothree carrier signals to generate three transmission signals, switchingthe three transmission signals onto respective conductors of thethree-phase power line, demodulating the various data within thevehicle, and providing the various data to one or more vehicle systems.

In another aspect, a data communication system is provided that includesa transmission medium comprising a three-phase power line comprising aconductor associated with each respective phase, a controller, and anelectrical interface to couple modulated data packages onto a pluralityof conductors for transmission. The controller is operable to generatemultiple carrier frequencies, separate data for transmission across thetransmission medium into a plurality of separate data packages, andmodulate the plurality of separate data packages with a respective oneof the carrier frequencies.

In still another aspect, a system for transmission of broadband signalsover a three-phase power line is provided. The system includes athree-phase power system and a three-phase power line comprising aplurality of conductors, where the power line is operable for transferof three-phase power generated by the three-phase power system to a loadvia the conductors. The system further includes a data source, acontroller communicatively coupled to the data source and programmed toconfigure data received from the data source into data packages fortransmission along the three-phase power line, a modulation signalsource. The controller may be further configured to associate amodulation frequency range with each conductor, a different modulationfrequency range for each of conductors, and a modulation device (e.g.,processing device) operable for modulating data packages from thecontroller onto one or more of the conductors using the modulationsignal associated with the conductor. The controller is programmed toassign the data packages for modulation onto a specific one of theconductors based on a data rate associated with the three-phase powerline.

The features, functions, and advantages that have been discussed can beachieved independently in various embodiments or may be combined in yetother embodiments, further details of which can be seen with referenceto the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of a power and digital communicationtransmission system.

FIG. 2 is a block diagram illustrating dynamic frequency selectionwithin a power and digital communication transmission system.

FIGS. 3A, 3B, and 3C are a flowchart illustrating a broadband over powerline data transmission process.

DETAILED DESCRIPTION

The described embodiments are related to variable carrier frequencysegregation between the three conductors of a broadband over power linesystem. Variable modulation frequency segregation overcomes the issuesdescribed herein with respect to cross coupling between the threeconductors, and allows for filtering and signal separation for atripling of the data rates as compared to current BPL systems.

More specifically, the described embodiments utilize frequencyseparation to improve signal to noise ratio in a wider range offrequency bands. Dynamic frequency selection on different phases isutilized along the different sections of the power distribution systemto optimize the power rating that can be used without cross interferenceor interfering with other systems in physical proximity of the system.

FIG. 1 is a block diagram of a power and digital communicationtransmission system 100 in accordance with an exemplary embodiment ofthe disclosure. In the exemplary embodiment, power and digitalcommunication transmission system 100 includes an electrical aircraftumbilical 102 comprising a supply end 104, a plug end 106, and anelectrical conductor 108 extending there between. Plug end 106 isconfigured to mate with a vehicle such as an aircraft 110 such thatelectrical power is supplied to aircraft 110 through electricalconductor 108 from supply end 104. In the exemplary embodiment, supplyend 104 couples to a ground power system 112 at an airport terminal gate114. Ground power system 112 is configured to receive electrical powerfrom a power supply through a power supply conduit 115. In otherembodiments, ground power system 112 is located on a pier to couple to aboat, barge, or ship (not shown). In still other embodiments, groundpower system 112 is positioned at a garage or service facility and isconfigured to couple to a wheeled vehicle, for example, but not limitedto a car, a recreational vehicle (RV), or a train. Additionally, groundpower system 112 may comprise another vehicle, such as a space vehicle,undersea or sea surface vehicle wherein one or both vehicles are movingwith respect to each other and/or their surroundings while coupledthrough umbilical 102.

Power and digital communication transmission system 100 also includes afirst interface device 116 electrically coupled to supply end 104. Inthe exemplary embodiment, interface device 116 is electrically coupledto supply end 104 through power supply conduit 115 and ground powersystem 112. In an alternative embodiment, interface device 116 iselectrically coupled to supply end 104 downstream of ground power system112. In one embodiment, ground power system 112 is a distributed powersystem operating at voltages that are incompatible with aircraft 110. Insuch embodiments, a point of use power system 117 is utilized to stepthe voltage to a level that is compatible with aircraft 110. In anotheralternative embodiment, interface device 116 is electrically coupled toelectrical conductor 108 internal to ground power system 112. Interfacedevice 116 is also coupled to a network 118 through a wired networkaccess point 120 or a wireless communication link 122.

Power and digital communication transmission system 100 also includes asecond interface device 124 electrically coupled to plug end 106 whenumbilical 102 is coupled to aircraft 110. In the exemplary embodiment,interface device 124 is electrically coupled to an onboard power bus 125through plug end 106 through an umbilical plug 126 penetrating afuselage 128 of aircraft 110. Interface device 124 is also coupled to anonboard network 129 through an onboard wired network access point 130 oran onboard wireless communication link 132.

First interface device 116 is configured to transmit and receive datacarrier signals though electrical conductor 108 while power is suppliedto aircraft 110 through electrical conductor 108. First interface device116 is also configured to convert the data carrier signals from and to apredetermined data format on the network. Second interface device 124 iselectrically coupled to plug end 106 when umbilical 102 is coupled toaircraft 110. Second interface device 124 (e.g., a receiver and atransmitter, onboard transceiver) is configured to transmit and receivethe data carrier signals between first interface device 116 and onboardnetwork 129 while power is supplied to aircraft 110 through electricalconductor 108. In the exemplary embodiment, each of first interfacedevice 116 and second interface device 124 are configured to detect acommunication link established through the electrical conductor andreport the link to system 100. Interface units 116 and 124 areelectrically matched with the characteristics of umbilical 102 includingbut not limited to wire size, shielding, length, voltage, load,frequency, and grounding.

In the exemplary embodiment, the predetermined data format is compatiblewith various network protocols including but not limited to, Internetnetwork protocol, gatelink network protocol, AeronauticalTelecommunications Network (ATN) protocol, and Aircraft CommunicationAddressing and Reporting System (ACARS) network protocol.

In the exemplary embodiment, high-speed network service to aircraft 110while parked in a service location such as an airport terminal gate isprovided through a conductor of the aircraft ground power umbilicalusing for example, but not limited to Broadband over Power Line (BPL),X10, or similar technology. Use of this technology permits the airportsand airlines to add a simple interface to the aircraft umbilical at thegate and for aircraft manufacturers to provide a matching interfacewithin the aircraft to permit broadband Internet service to the aircraftthrough an aircraft power link in the umbilical.

Broadband over Power Line (BPL) is a technology that allows Internetdata to be transmitted over power lines. (BPL is also sometimes calledPower-line Communications or PLC.) Modulated radio frequency signalsthat include digital signals from the Internet areinjected/added/modulated onto the power line using, for example,inductive or capacitive coupling. These radio frequency signals areinjected into the electrical power conductor at one or more specificpoints. The radio frequency signals travel along the electrical powerconductor to a point of use. Little, if any, modification is necessaryto the umbilical to permit transmission of BPL. The frequency separationin the umbilical substantially minimizes crosstalk and/or interferencebetween the BPL signals and other wireless services. BPL permits higherspeed and more reliable Internet and data network services to theaircraft than wireless methods. Using BPL also eliminates the need tocouple an additional separate cable to aircraft 110 because it combinesaircraft electrical power and Internet/data services over the same wire.System 100 uses for example, an approximately 2.0 MHz to approximately80.0 MHz frequency or X10 similar ranges with the exact frequency rangeuse defined and engineered by the characteristics and shielding ofumbilical 102 and the allowable RFI/EMI levels in that particularenvironment.

In an embodiment, symmetrical hi-broadband BPL is used in umbilical 102to transmit at communication speeds with aircraft 110 at rates in thetens or hundreds of megabits per second (Mbps). Because the BPL link isdedicated to only one aircraft 110 and not shared as wireless is, actualthroughput can be from two to ten times the wireless throughput in thesame environment. In addition, the throughput is stable and reliable inairport environments, whereas the existing wireless Gatelink servicesvary with the amount of RF interference and congestion at each airport.

However, and as described above, such systems are limited to a datatransfer across a single phase (conductor) of the three-phase system dueto, for example, crosstalk that occurs between the conductors of thetree-phase electrical conductor 108. More specifically, each of thethree wires running together in electrical conductor 108, which issometimes referred to as a three-phase stinger, is susceptible to RFenergy from the other conductors running parallel to them. This crossnoise results in a higher noise floor, results in a lower signal tonoise ratio and therefore reduced data rates. This cross noise couplingresults in an adverse effect on the data rate for a Broadband overPowerline Communication (BPL) system.

The following paragraphs describe the use of frequency separation toimprove the signal to noise ratio in a wider range of frequency bands.Specifically, dynamic frequency selection is utilized on each conductor(e.g., each different phase of the three-phase system) and along thedifferent sections of the power distribution system to optimize thepower rating that can used without cross interference or interferingwith other systems in physical proximity of the system.

Specifically, FIG. 2 is a block diagram 200 illustrating dynamicfrequency selection. The three conductors 202, 204, and 206 representthe three conductors of electrical conductor 108 described above asproviding power and data to aircraft 110. A controller 210 receives data212 from a data source 214 for transmission to aircraft 110 viaconductors 202, 204, and 206. The controller is programmed to divide thedata into three sets of data messages which are indicated as data 1(220), data 2 (222) and data 3 (224). Three separate frequencygenerators 230, 232, and 234 are also controlled in operation bycontroller 210 and correspond to data 1 (220), data 2 (222) and data 3(224). Data 1 220 is modulated with an output 240 of frequency generator230 by modulator 242 to create a data transmission message. An output244 of modulator 242 is then further modulated with one phase 246 of thethree-phase power from ground power system 112 by modulator 248, toproduce a first data transmission on power line signal 202 to beconducted to aircraft by electrical conductor 108.

Similarly, data 2 222 is modulated with an output 250 of frequencygenerator 232 by modulator 252 to create a data transmission message. Anoutput 254 of modulator 252 is then further modulated with one phase 256of the three-phase power from ground power system 112 by modulator 258,to produce a second data transmission on power line signal 204 to beconducted to aircraft by electrical conductor 108. Likewise, data 3 224is modulated with an output 260 of frequency generator 234 by modulator262 to create a data transmission message. An output 264 of modulator262 is then further modulated with one phase 266 of the three-phasepower from ground power system 112 by modulator 268, to produce a thirddata transmission on power line signal 206 to be conducted to aircraftby electrical conductor 108.

To overcome the problems described above, each of the frequencygenerators 230, 232, 234 operate over a different frequency spectrum.Further, controller 210 is programmed to determine a data rateassociated with the three separate data transmission units anddynamically adjust the carrier frequencies generated by the threefrequency generators 230, 232, 234 such that the conductors for allthree phases of the three-phase power system are usable for datatransmission with managed frequency segregation.

In the described embodiments, carrier frequencies that do not interferewith aircraft systems are utilized in the areas above ground near theaircraft 110. In this way, the described system embodiments are managedwith a focus of being compatible in an airplane environment, to avoiddisrupting avionics systems and communications. Carrier frequencies upto 80 MHz are utilized for BPL in the described embodiments, which areseparated in frequency from critical airplane frequencies, and whichallow for use of more energy and results in higher data rates. In aspecific embodiment, frequency generator 230 is configured to provide acarrier frequency ranging between about 2 MHz to about 30 MHz (e.g.single signal, single data signal), frequency generator 232 isconfigured to provide a carrier frequency ranging between about 30 MHzto about 55 MHz, and frequency generator 234 is configured to provide acarrier frequency ranging between about 55 MHz to about 80 MHz whichtherefore provides the frequency separation described herein.

Those skilled in the art will understand that at aircraft 110, a similarconfiguration is provided for the separation of data and power from theseparate conductors, and that the three separate data transmissionpackages may be combined for output to a single system on board theaircraft. Several scenarios are possible including using the threeseparate conductors (e.g., multiple conductors) and three datatransmission packages (e.g., multiple data packages, multiple modulateddata packages) to transmit data that is completely unrelated, with thedata packages (e.g., specific data package) ultimately intended forreceipt by three separate systems on board the aircraft 110.

In embodiments, the carrier frequencies on each of the phases aredynamically adjusted to accommodate any physical changes in the BPLsystem that might impact the characteristic of the conductor 108. As anexample, measurements have shown that an airline mechanic, by simplyputting his hand close (within 3 inches) to the conductor 108, can havea dramatic effect on the impedance characteristics and the frequencyresponse of the conductor 108. Controller 210 provides a sense andcontrol system that allows these changes to be managed and furtheroptimized. To accomplish the above, the carrier frequencies can becontrolled and changed in both the primary and secondary elements of thepower distribution system. Further, controller 210 is programmed tomonitor and track data trends across the three-phase conductors andprovide predictive control changes based on one or more of use patterns,aircraft type, weather and electrical load.

It is mentioned above that the data to be transmitted can be eitheroriginate from a single data source and be divided into three portions,or that the data originates from more than one data source and issubsequently routed to the separate conductors of the three-phase powerline. FIGS. 3A, 3B, and 3C are a flowchart 300 that illustratesintelligent phase and frequency selection utilizing the above describedembodiments. For example, and beginning with FIG. 3A, for a pendingtransmission 302 to be routed on phase A, it is determined 304 whetherthe transmission application/operation requires a high throughput. Ifthe determination 304 is that the transmission application/operationdoes not require a high throughput, a time delay occurs 306, for examplefor 20 seconds (e.g., a predetermined period), to allow for any priortransmissions on the three conductors (e.g., multiple conductors) to becompleted and the transmission 302 occurs on the phase A conductor(e.g., single conductor).

If the transmission application/operation requires a higher throughput,the phase B conductor is added 310 (e.g., additional conductor) to thetransmission (e.g., now two conductors). If it is determined 312 thatthe transmission application/operation does not require still higherthroughput, a time delay occurs 314, for example for 20 seconds, toallow for any prior transmissions on the three conductors to becompleted and the transmission 310 occurs on the phase A and phase Bconductors. If the transmission application/operation requires a stillhigher throughput, the phase C conductor is added 320 to thetransmission. Moving to FIG. 3B, as the three conductors of thethree-phase power line are being utilized 322 for transmission, thesystem repeatedly verifies 323 whether the data rate is optimized forthe three phases and verifies 324 whether the transmission is completed.Once completed, transfer is stopped 326, and now moving to FIG. 3C, datarelated to the transfer is utilized 328 for statistical trending. If thetransmission data rate was not within the optimal data rate, parametersare modified 330 from an alpha set of parameters

With regard to trending, if all three conductors were used 340 for atransmission, the system determines 342 if the transmission data ratewas at least, for example, 93% of an optimal data rate, the optimal datarate being selected by a user or determined from statistical results.The empirical data can be utilized in a variety of methods. For example,the historical performance can be averaged or used in a weighted runningaverage or other advanced statistical method for trending optimization.If the transmission data rate was within the range of the optimal datarate (either mathematical, models or empirical, an existing phase-databalance is maintained 344).

If all three conductors were not used 340 for a transmission, the systemapplies 350 pulses to the unused conductors to determine one or more ofan electrical load, noise and capacity, with the results being utilized328 in the statistical trending. If the transmission data rate was notwithin the optimal data rate, parameters are modified 360 from an alphaset of parameters. For example and as described herein, the carrierfrequencies associated with each conductor may be adjusted in an attemptto provide an increase to the data rate across the conductors. As wouldbe applied to the example frequencies mentioned above, the carrierassociated with phase A would be adjusted to a different frequencywithin the 2 MHz to 30 MHz band, the carrier associated with phase Bwould be adjusted to a different frequency within the 30 MHz to 55 MHzband, and the carrier associated with phase C would be adjusted to adifferent frequency within the 55 MHz to about 80 MHz band to determinewhich carrier frequency combinations, for example, provide the bestthroughput.

Although described with respect to an aircraft broadband power lineapplication, embodiments of the disclosure are also applicable to othervehicles such as ships, barges, and boats moored at a dock or pier andalso wheeled vehicles parked in a service area.

The above-described methods and systems for transmitting power anddigital communication to provide high speed Internet service supportdirectly to the aircraft while at the gate are cost-effective, secureand highly reliable. The methods and systems include integration and useof BPL or X10 similar technology into the aircraft and airportinfrastructure to support broadband Internet and data services to theaircraft with minimal infrastructure impacts and cost. The integrationof BPL, X10, or similar technology into the airport and aircraft permitusing the existing aircraft gate umbilical to provide the aircraft withhigh-speed and high reliability Internet and data services from theairport gate. Accordingly, the methods and systems facilitatetransmitting power and digital communication in a cost-effective andreliable manner.

This written description uses examples to disclose various embodiments,which include the best mode, to enable any person skilled in the art topractice those embodiments, including making and using any devices orsystems and performing any incorporated methods. The patentable scope isdefined by the claims, and may include other examples that occur tothose skilled in the art. Such other examples are intended to be withinthe scope of the claims if they have structural elements that do notdiffer from the literal language of the claims, or if they includeequivalent structural elements with insubstantial differences from theliteral languages of the claims.

1. A method for providing information by optimizing a data rate to avehicle over a three-phase power line utilized to provide power to thevehicle, said method comprising: generating carrier signals in threeseparate frequency bands; modulating various data onto three carriersignals to generate three transmission signals; switching the threetransmission signals onto respective conductors of the three-phase powerline; demodulating the various data within the vehicle; and providingthe various data to one or more vehicle systems.
 2. The method accordingto claim 1 wherein generating carrier signals in three separatefrequency bands comprises: generating a first carrier signal to bewithin a first frequency range; generating a second carrier signal to bewithin a second frequency range; and generating a third carrier signalto be within a third frequency range.
 3. The method according to claim 1wherein generating carrier signals at three separate frequenciescomprises: generating a first carrier signal to be between about 2 MHzand about 30 MHz; generating a second carrier signal to be between about30 MHz and about 55 MHz; and generating a third carrier signal to bebetween about 55 MHz and about 80 MHz.
 4. The method according to claim1 wherein generating carrier signals at three separate frequency bandscomprises dynamically selecting frequencies for the carrier signals toincrease a data transmission rate across the respective conductors ofthe three-phase power line.
 5. The method according to claim 1 whereingenerating carrier signals at three separate frequency bands comprisesdynamically selecting frequencies for the carrier signals to decreasecross coupling between the respective conductors of the three-phasepower line.
 6. The method according to claim 1 further comprisingmonitoring and trending data rates across the respective conductors ofthe three-phase power line.
 7. The method according to claim 6 whereinmonitoring and trending data rates across the respective conductors ofthe three-phase power line comprises determining if a transmission datarate was within an optimal data rate, the optimal data rate either beingselected by a user or determined from statistical results.
 8. The methodaccording to claim 1 wherein modulating various data onto the threecarrier signals comprises dividing the various data into three sets ofdata messages.
 9. The method according to claim 1 wherein generatingcarrier signals at three separate frequency bands comprises: determiningwhether a transmission requires a throughput higher than can be achievedon a single conductor; if, the transmission does not require a higherthroughput, delaying for a predetermined period, and subsequentlycommencing the transmission on the single conductor; and if, thetransmission does require a higher throughput, adding at least oneadditional conductor of the three-phase power line to the transmissionand subsequently commencing the transmission on multiple conductors. 10.The method according to claim 9 wherein subsequently commencing thetransmission on the multiple conductors comprises: determining whetherthe transmission requires a throughput higher than can be achieved ontwo conductors; if, the transmission does not require a higherthroughput, delaying for a predetermined period, and subsequentlycommencing the transmission on the two conductors; and if, thetransmission does require a higher throughput, adding an additionalconductor of the three-phase power line to the transmission andsubsequently commencing the transmission on the respective conductors.11. The method according to claim 8 wherein commencing the transmissionon the single conductor further comprises applying pulses to an unusedconductors of the power line to determine at least one of an electricalload capacity and a noise capacity of the three-phase power line.
 12. Adata communication system comprising: a transmission medium comprising athree-phase power line comprising a conductor associated with eachrespective phase; a controller operable to: generate multiple carrierfrequencies; separate data for transmission across said transmissionmedium into a plurality of separate data packages; and modulate theplurality of separate data packages with a respective one of themultiple carrier frequencies; and an electrical interface to couplemultiple modulated data packages onto a plurality of conductors fortransmission.
 13. The system according to claim 12 further comprising: asecond electrical interface to decouple the multiple modulated datapackages from the plurality of said conductors after transmission toregenerate the plurality of separate data packages; and a receiver todetect the separate data packages.
 14. The system according to claim 13further comprising a processing device to combine the separate datapackages into a single signal.
 15. The system according to claim 12wherein said controller is operable to monitor and trend data ratesacross said transmission medium.
 16. A system for transmission ofbroadband signals over a three-phase power line, said system comprising:a three-phase power system; a three-phase power line comprising aplurality of conductors, said power line operable for transfer ofthree-phase power generated by said three-phase power system to a loadvia said conductors; a data source; a controller communicatively coupledto said data source and programmed to configure data received from saiddata source into data packages for transmission along said three-phasepower line; a modulation signal source, said controller furtherconfigured to associate a modulation frequency range with each saidconductor, a different modulation frequency range for each ofconductors; and a modulation device operable for modulating datapackages from said controller onto one or more of said conductors usingthe modulation signal associated with the conductor, said controllerprogrammed to assign the data packages for modulation onto a specificone of conductors based on a data rate associated with said three-phasepower line.
 17. The system according to claim 16 wherein said controlleris programmed to: determine whether transmission of a specific datapackage requires a throughput higher than can be achieved on a singleone of said conductors; if, the transmission does not require a higherthroughput, delay the transmission for a predetermined period, andsubsequently commence the transmission on the single one of saidconductors; and if, the transmission does require a higher throughput,add at least one additional of said conductors of said three-phase powerline to the transmission, and subsequently commence the transmission byseparating the data package into multiple data packages and modulatingthe separated data package onto said conductors.
 18. The systemaccording to claim 16 wherein said conductor is operable to: determineif a transmission data rate across one or more of said conductors waswithin an optimal data rate; and adjust at least one modulationfrequency range associated with at least one of said conductors.
 19. Thesystem according to claim 16 further comprising a receiver operable todecouple modulated signals from said conductors and combine anyseparated data packages into a single data signal.